Front auxiliary box gear shifting electromagnetic valve control method, device and equipment and readable storage medium

Abstract

According to the front auxiliary box gear shifting electromagnetic valve control method, device and equipment and the readable storage medium, differential control is conducted on the PWM duty ratio of an opposite side valve and a gear shifting valve of a front auxiliary box according to the working condition information that whether a vehicle is in a shaking state or not, and gear shifting operation of the front auxiliary box can be achieved; wherein the opposite side valve is an electromagnetic valve corresponding to an air cylinder opposite to the gear engaging side air cylinder, the gear shifting valve is an electromagnetic valve for controlling gear engaging operation, and according to the control mode, differential control is conducted on the PWM duty ratio of the opposite side valve of the front auxiliary box and the PWM duty ratio of the gear shifting valve according to the vehicle working condition (shaking or stability); the inherent problems (for the characteristics of large stage difference and large rotational inertia) of the front auxiliary box are solved in a targeted mode, the dynamic adjusting strategy can be matched with the structural characteristics of the front auxiliary box, impact and noise in the gear shifting process are effectively optimized, then driving comfort and gear shifting smoothness are improved, and noise is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of AMT gearbox, in particular to a front auxiliary gearbox shift solenoid control method, device, equipment and readable storage medium. BACKGROUND

[0002] In the field of TCU (Transmission Control Unit) electric control technology of heavy truck AMT (Automated Mechanical Transmission) gearbox, with the increasing requirements of heavy vehicles on driving comfort, shift smoothness and noise control, how to effectively reduce the impact and noise in the process of gearbox shifting has become an important research direction in the industry.

[0003] In related technologies, the front auxiliary gearbox, as a key component of the AMT gearbox, has a large gear difference and a large moment of inertia, and the cylinder pressure design is prone to mismatching, etc. Its shift impact and noise problem is particularly prominent and needs to be optimized and solved. SUMMARY

[0004] The present application provides a front auxiliary gearbox shift solenoid control method, device, equipment and readable storage medium, which can solve the technical problem that the impact and noise in the process of gearbox shifting are particularly prominent in related technologies.

[0005] In a first aspect, the present application provides a front auxiliary gearbox shift solenoid control method, which comprises: According to the working condition information of whether the vehicle is in a jitter state, the PWM duty cycles of the opposite side valve and the shift valve of the front auxiliary gearbox are controlled differently to realize the shift operation of the front auxiliary gearbox. The opposite side valve is the solenoid corresponding to the cylinder opposite to the cylinder on the gear side, and the shift valve is the solenoid controlling the gear operation.

[0006] In combination with the first aspect, in an implementation mode, the front auxiliary gearbox shift solenoid control method comprises: When the vehicle working condition information indicates that the vehicle is in a jitter state, control the two side valves to open at 100% PWM duty cycle, so that the front auxiliary gearbox returns to the neutral position; After the front auxiliary gearbox returns to the neutral position, control the opposite side valve to close, stop the intake of the opposite side cylinder and start the exhaust, and control the shift valve to open at a preset PWM duty cycle to complete the gear operation.

[0007] With reference to the first aspect, in an implementation form, the differential control of the PWM duty cycles of the opposite-side valve and the shift valve of the front auxiliary gearbox according to the working condition information of whether the vehicle is in the jitter state to realize the shift operation of the front auxiliary gearbox comprises: when the vehicle working condition information is that the vehicle is in the stable state, the opposite-side valve is controlled to be closed after the two-side valve is controlled to be opened at 100% PWM duty cycle and kept for a first preset time period, and the intake of the opposite-side cylinder is stopped; if it is detected that the displacement of the front auxiliary gearbox actuator reaches the synchronizer synchronization position, the opposite-side valve is controlled to be opened at 100% PWM duty cycle, and the shift valve is controlled to be continuously opened at 100% PWM duty cycle; if the displacement of the front auxiliary gearbox actuator does not rebound, the opposite-side valve is controlled to be closed after the opening time of the opposite-side valve reaches a second preset time period, and the shift valve is controlled to be continuously kept opened by reducing the PWM duty cycle of the shift valve until the shift is completed.

[0008] With reference to the first aspect, in an implementation form, after the step of if it is detected that the displacement of the front auxiliary gearbox actuator reaches the synchronizer synchronization position, the opposite-side valve is controlled to be opened at 100% PWM duty cycle, and the shift valve is controlled to be continuously opened at 100% PWM duty cycle, the method further comprises: if the displacement of the front auxiliary gearbox actuator rebounds, the step of controlling the opposite-side valve to be closed after the two-side valve is controlled to be opened at 100% PWM duty cycle and kept for a first preset time period, and stopping the intake of the opposite-side cylinder is returned to.

[0009] With reference to the first aspect, in an implementation form, before the differential control of the PWM duty cycles of the opposite-side valve and the shift valve of the front auxiliary gearbox according to the working condition information of whether the vehicle is in the jitter state to realize the shift operation of the front auxiliary gearbox, the method further comprises: obtaining the working condition information of whether the vehicle is in the jitter state.

[0010] With reference to the first aspect, in an implementation form, the obtaining of the working condition information of whether the vehicle is in the jitter state comprises: collecting the rotation speed signal of the transmission shaft in real time, calculating the change rate of the rotation speed of the transmission shaft per unit time, and determining that the vehicle is in the jitter state when the rotation speed change rate in a plurality of continuous sampling periods exceeds a set rotation speed change rate threshold.

[0011] With reference to the first aspect, in an implementation form, the obtaining of the working condition information of whether the vehicle is in the jitter state comprises: collecting vibration data by using a vibration sensor installed on the vehicle body or the gearbox shell, and determining that the vehicle is in the jitter state when the amplitude of the monitored vibration signal exceeds a preset threshold and the duration reaches a set time length.

[0012] In a second aspect, the embodiments of the present application provide a front auxiliary gearbox shift solenoid control device, which comprises: The control module is configured to perform differential control on the PWM duty cycles of the opposite side valve and the shift valve of the front auxiliary gearbox according to the working condition information of whether the vehicle is in a jitter state, so as to realize the shift operation of the front auxiliary gearbox; wherein the opposite side valve is an electromagnetic valve corresponding to a cylinder opposite to a gear engagement side cylinder, and the shift valve is an electromagnetic valve for controlling the gear engagement operation.

[0013] In a third aspect, the embodiments of the present application provide a front auxiliary gearbox shift solenoid control device, which comprises a processor, a memory, and a front auxiliary gearbox shift solenoid control program stored in the memory and executable by the processor, wherein when the front auxiliary gearbox shift solenoid control program is executed by the processor, the steps of the front auxiliary gearbox shift solenoid control method described in some embodiments above are implemented.

[0014] In a fourth aspect, the embodiments of the present application provide a computer readable storage medium, which stores a front auxiliary gearbox shift solenoid control program, wherein when the front auxiliary gearbox shift solenoid control program is executed by a processor, the steps of the front auxiliary gearbox shift solenoid control method described in some embodiments above are implemented.

[0015] The technical solutions provided by the embodiments of the present application have the following beneficial effects: According to the working condition information of whether the vehicle is in a jitter state, differential control is performed on the PWM duty cycles of the opposite side valve and the shift valve of the front auxiliary gearbox, so as to realize the shift operation of the front auxiliary gearbox; wherein the opposite side valve is an electromagnetic valve corresponding to a cylinder opposite to a gear engagement side cylinder, and the shift valve is an electromagnetic valve for controlling the gear engagement operation. This control method performs differential control on the PWM duty cycles of the opposite side valve and the shift valve of the front auxiliary gearbox according to the working condition (jitter or stability) of the vehicle, and solves the inherent problem (for large gear difference and large rotational inertia) of the front auxiliary gearbox. This dynamic adjustment strategy can adapt to the structural characteristics of the front auxiliary gearbox, effectively optimize the impact and noise in the shift process, and thus improve the driving comfort, shift smoothness and reduce noise. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 FIG. 1 is a flowchart of an embodiment of the front auxiliary gearbox shift solenoid control method of the present application; Figure 2 FIG. 2 is a flowchart of another embodiment of the front auxiliary gearbox shift solenoid control method of the present application; Figure 3 FIG. 3 is a schematic diagram of the hardware structure of the front auxiliary gearbox shift solenoid control device involved in the embodiments of the present application. DETAILED DESCRIPTION

[0017] In order to better understand the technical scheme of the present application, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0018] It should be understood that, in the field of TCU (Transmission Control Unit, transmission control unit) electronic control technology of heavy truck AMT (Automated Mechanical Transmission, automatic mechanical transmission) gearbox, with the increasing requirements of heavy vehicles on driving comfort, shift smoothness and noise control, how to effectively reduce the impact and noise in the gearbox shifting process has become an important research direction in the industry.

[0019] Among them, the front sub-gearbox is a key component of the AMT gearbox. Due to its large gear difference, large moment of inertia, and easy mismatch of cylinder pressure design, its shift impact and noise problem is particularly prominent and needs to be optimized and solved.

[0020] In order to make the purpose, technical scheme and advantages of the present application clearer, the present application will be further described in detail in conjunction with the drawings.

[0021] In a first aspect, the embodiments of the present application provide a front sub-gearbox shift solenoid control method.

[0022] In an embodiment, referring to Figure 1 , Figure 1 is a flowchart of the first embodiment of the front sub-gearbox shift solenoid control method of the present application. As Figure 1 shown, the front sub-gearbox shift solenoid control method comprises: S100: According to the working condition information of whether the vehicle is in a jitter state, the PWM duty cycles of the opposite valve and the shift valve of the front sub-gearbox are controlled differently to realize the shift operation of the front sub-gearbox; wherein the opposite valve is the solenoid corresponding to the opposite cylinder of the gear cylinder, and the shift valve is the solenoid controlling the gear operation.

[0023] In this embodiment, according to the working condition information of whether the vehicle is in a jitter state, the PWM duty cycles of the opposite side valve and the shift valve of the front auxiliary box are controlled differently, so as to realize the shift operation of the front auxiliary box. The opposite side valve is the electromagnetic valve corresponding to the cylinder opposite to the gear engagement side cylinder, and the shift valve is the electromagnetic valve for controlling the gear engagement operation. The control mode differentiates the PWM duty cycles of the opposite side valve and the shift valve of the front auxiliary box according to the vehicle working condition (jitter or stability), and solves the inherent problem of the front auxiliary box (for large gear difference and large rotational inertia characteristics) in a targeted manner. This dynamic adjustment strategy can adapt to the structural characteristics of the front auxiliary box, effectively optimize the impact and noise in the shift process, and further improve the driving comfort, shift smoothness and reduce noise.

[0024] Further, in one embodiment, in S100, the following steps are included: S101-1: When the vehicle working condition information indicates that the vehicle is in a jitter state, control the two side valves to open at 100% PWM duty cycle, so that the front auxiliary box returns to the neutral gear position; S101-2: After the front auxiliary box returns to the neutral gear position, control the opposite side valve to close, stop the intake of the opposite side cylinder, and start the exhaust, and control the shift valve to open at a preset PWM duty cycle, to complete the gear engagement operation.

[0025] In this embodiment, when the vehicle is in a jitter state, the two side valves are controlled to open at 100% PWM duty cycle, so that the front auxiliary box returns to the neutral gear position. After the front auxiliary box returns to the neutral gear position, the opposite side valve is controlled to close to stop the intake of the opposite side cylinder and start the exhaust, and the shift valve is controlled to open at a preset PWM duty cycle to complete the gear engagement operation. This control mode can slow down the shift action of the front auxiliary box actuator, prolong the synchronization process, ensure that the front auxiliary box synchronizer has completed speed synchronization when engaging, and thus solve the problem of gear teeth hitting during shift of the front auxiliary box when the vehicle is jittering, and reduce shift impact and noise.

[0026] Further, in one embodiment, in S100, the following steps are included: S102-1: When the vehicle working condition information indicates that the vehicle is in a stable state, control the two side valves to open at 100% PWM duty cycle for a first preset time period, then control the opposite side valve to close to stop the intake of the opposite side cylinder; S102-2: If it is detected that the displacement of the front auxiliary box actuator reaches the synchronizer synchronization position, control the opposite side valve to open at 100% PWM duty cycle, and the shift valve to continuously open at 100% PWM duty cycle; S102-3: If the displacement of the front auxiliary box actuator does not rebound, control the opposite side valve to open for a second preset time period, then close the opposite side valve, and control the shift valve to reduce its PWM duty cycle while continuing to open until the shift is completed.

[0027] In the embodiment, when the vehicle is in a stable state, the two-side valves are controlled to be opened at 100% PWM duty ratio and kept for a first preset time period, then the opposite-side valve is controlled to be closed to stop the opposite-side cylinder from taking in air; if it is detected that the displacement of the front auxiliary gearbox actuator reaches the synchronizer synchronization position, the opposite-side valve is controlled to be opened at 100% PWM duty ratio and the gear engagement valve is controlled to be kept opened at 100% PWM duty ratio; if the displacement of the front auxiliary gearbox actuator does not rebound, after the time for controlling the opposite-side valve to be opened reaches a second preset time period, the opposite-side valve is closed, and the gear engagement valve is controlled to reduce the PWM duty ratio and kept opened until the gear shifting is completed. The control mode can reduce the gear shifting impact, improve the gear shifting speed, reduce the gear engagement speed to reduce the impact force, thereby effectively reducing the gear shifting impact and noise, by adjusting the opening and closing of the electromagnetic valve and the PWM duty ratio in stages.

[0028] Further, in an embodiment, S101 (S101-1 and S101-2) and S102 (S102-1, S102-2 and S102-3) are not in a preceding and following step relationship.

[0029] In the embodiment, S101 and S102 correspond to the control logic of the front auxiliary gearbox gear shifting electromagnetic valve in a shaking state and a stable state of the vehicle respectively, and the two are independently executed based on different vehicle working conditions, without a preceding and following order relationship, and are only implemented according to the shaking or stable state of the vehicle to realize the targeted optimization of the front auxiliary gearbox gear shifting impact and noise in different working conditions.

[0030] Further, in an embodiment, after S102-2, the following steps are further included: S102-4: if the displacement of the front auxiliary gearbox actuator rebounds, return to the step of controlling the two-side valves to be opened at 100% PWM duty ratio and kept for a first preset time period, then controlling the opposite-side valve to be closed to stop the opposite-side cylinder from taking in air.

[0031] In the embodiment, if the displacement of the front auxiliary gearbox actuator rebounds, return to the step of controlling the two-side valves to be opened at 100% PWM duty ratio and kept for a first preset time period, then controlling the opposite-side valve to be closed to stop the opposite-side cylinder from taking in air. The control mode can re-establish the air pressure of the gear engagement side cylinder when the actuator displacement rebounds to cause the exit from the synchronization position, to ensure that the subsequent gear engagement is smooth, thereby further optimizing the stability of the gear shifting process.

[0032] Further, in an embodiment, S102-4 and S102-3 are not in a preceding and following step relationship.

[0033] In this embodiment, S102-4 and S102-3 correspond to two cases of rebound and no rebound of the front auxiliary gearbox actuator displacement respectively, both of which are independently executed based on different states of the actuator displacement, and there is no sequential relationship, and only one is implemented according to whether the displacement rebounds or not, so as to ensure the smoothness of the front auxiliary gearbox shifting process in different states.

[0034] Further, in an embodiment, the displacement rebound monitoring means of the front auxiliary gearbox actuator in S102-3 and S102-4 includes: collecting the displacement data of the actuator in real time through the displacement sensor installed on the front auxiliary gearbox actuator, continuously monitoring the displacement change trend, and determining that the displacement rebounds when the displacement value is detected to be reversely increased within a set time and exceeds a preset rebound threshold.

[0035] Further, before S100, the following steps are included: S000: Obtain the working condition information of whether the vehicle is in a shaking state.

[0036] In this embodiment, before S100, the working condition information of whether the vehicle is in a shaking state is obtained, which provides a judgment basis for subsequent differential control of the PWM duty cycle of the opposite side valve and the shift valve of the front auxiliary gearbox according to different working conditions, so as to realize targeted optimization of shifting operation.

[0037] Further, in an embodiment, in S000, the following steps are included: S000-1: Collect the rotational speed signal of the transmission shaft in real time, calculate the change rate of the rotational speed of the transmission shaft per unit time, and determine that the vehicle is in a shaking state when the rotational speed change rate in a plurality of consecutive sampling periods exceeds a set rotational speed change rate threshold.

[0038] In this embodiment, in S000, the rotational speed signal of the transmission shaft is collected in real time, the change rate of the rotational speed of the transmission shaft per unit time is calculated, and it is determined that the vehicle is in a shaking state when the rotational speed change rate in a plurality of consecutive sampling periods exceeds a set rotational speed change rate threshold. This step realizes accurate identification of the shaking state of the vehicle by monitoring the change rate of the rotational speed of the transmission shaft, and provides a reliable basis for the execution of subsequent differential control strategies.

[0039] Further, in an embodiment, in S000, the following steps are included: S000-2: Collect vibration data using a vibration sensor installed on the vehicle body or the transmission case, and determine that the vehicle is in a shaking state when the amplitude of the vibration signal exceeds a preset threshold and the duration reaches a set time length.

[0040] In this embodiment, in S000, vibration data is collected by a vibration sensor mounted on the vehicle body or the transmission case, and when the amplitude of the vibration signal is monitored to exceed a preset threshold and the duration reaches a set time length, it is determined that the vehicle is in a jitter state. The vibration data obtained by the vibration sensor can effectively identify the jitter state of the vehicle, and provide a basis for subsequent differential shift solenoid control strategies for different working conditions.

[0041] Further, in an embodiment, S000-1 and S000-2 are not in a sequential step relationship.

[0042] In this embodiment, S000-1 and S000-2 respectively determine whether the vehicle is in a jitter state by collecting transmission shaft speed signal to calculate the speed change rate and using a vibration sensor to collect vibration data. The two methods are based on different detection principles and are executed independently without a sequential relationship. Only one method is selected according to the actual application scenario to effectively identify the jitter state of the vehicle.

[0043] In summary, the following complete description of the front auxiliary gearbox shift solenoid control method of the embodiment of the present application is made: It should be understood that the front auxiliary gearbox shift has only two working states, i.e., switching from a low gear to a high gear or switching from a high gear to a low gear. The maximum shift impact of the front auxiliary gearbox actuator occurs when the synchronization phase ends to the moment of preparing to engage the gear, so to reduce the shift impact, the action speed of the front auxiliary gearbox actuator in this phase needs to be slowed down and the engagement force in this phase needs to be reduced. The electromagnetic valve control method for slowing down the actuator action speed is to open the electromagnetic valves on both sides of the front auxiliary gearbox actuator, and to slow down the action speed of the front auxiliary gearbox actuator after the air pressure on both sides is balanced. The electromagnetic valve control method for reducing the engagement force is to use PWM duty cycle to control the electromagnetic valve, thereby controlling the pressure in the air cylinder, and then using a stable and controllable engagement force to engage the gear. The PWM duty cycle refers to the proportion of the time that the electromagnetic valve is in the power-on open state in a cycle in the pulse width modulation (PWM) control method.

[0044] Secondly, when the vehicle is jittering, the synchronizer of the front auxiliary gearbox may mistakenly consider that the synchronization is completed and directly engage the gear due to speed fluctuation. In fact, the synchronization process is not completed, the actual speed difference is large at this time, and direct engagement of the gear causes gear teeth to be engaged, so it is necessary to slow down the shift action of the front auxiliary gearbox actuator when the vehicle is jittering, to prolong the synchronization process, to ensure that the synchronizer of the front auxiliary gearbox is synchronized in speed each time the gear is engaged, and to eliminate the problem of gear teeth being engaged. Whether the vehicle is jittering is determined according to the calculation of the transmission shaft speed change rate, and different front auxiliary gearbox shift solenoid control strategies are used.

[0045] For example, Figure 2The flow chart shown, the vehicle jitter when the front auxiliary box shift solenoid control steps as follows:

[001] The front auxiliary box receives the shift request of the TCU controller;

[002] The front auxiliary box actuator both sides of the cylinder solenoid is opened by using 100% PWM, and the both sides of the cylinder uses the maximum flow intake to make the front auxiliary box return to the neutral position;

[003] The both sides of the solenoid is activated for 100 ms, and after the front auxiliary box returns to the neutral position, the opposite side valve is closed, and the opposite side cylinder stops the intake and starts the exhaust;

[004] The gear side cylinder continues to use the maximum flow intake, and the intake is closed and the exhaust is started after the shift action is completed.

[0046] The control principle is as follows: The front auxiliary box synchronizer may not be fully synchronized when the vehicle is jittering, and the reason is that the speed fluctuation causes the synchronizer to mistakenly think that the synchronization process is completed. This problem can be solved by slowing down the front auxiliary box actuator gear speed and prolonging the synchronization time. Therefore, the solenoid control strategy for this working condition is to open the both sides of the valve, push the front auxiliary box actuator to the neutral position, and then close the opposite side valve. At this time, the gear valve continues to be opened, the gear side cylinder continues to intake, and the opposite side cylinder starts to exhaust. The pressure difference between the both sides of the cylinder gradually increases, and the front auxiliary box actuator starts to gear from zero until the shift action is completed. Because the front auxiliary box actuator is stationary in the neutral position before starting to move to complete the gear, the gear speed is slower than the way of directly continuing to gear without stopping in the neutral position after disengaging the gear. Therefore, the synchronization time is prolonged, and the tooth problem is solved.

[0047] As Figure 2 The flow chart shown, the vehicle stable when the front auxiliary box shift solenoid control steps as follows:

[001] The front auxiliary box receives the shift request of the TCU controller;

[002] The front auxiliary box actuator both sides of the cylinder solenoid is opened by using 100% PWM, and the both sides of the cylinder uses the maximum flow intake;

[003] After 30 ms of the previous step, the opposite side valve is closed, and the gear valve continues to be opened by using 100% PWM;

[004] After detecting that the front auxiliary box actuator displacement reaches the synchronizer synchronization position, the opposite side valve is opened by using 100% PWM, and the gear valve continues to be opened by using 100% PWM;

[005] If the front auxiliary box actuator displacement does not rebound, after 30 ms of the opposite side valve opening time of the previous step, the opposite side valve is closed, and the gear valve is changed to be opened by using 60% PWM control, until the shift is completed;

[006] If the actuator displacement has a rebound, return to the previous step

[004] .

[0048] The control principle is as follows: The front auxiliary box switching when the vehicle runs smoothly is divided into four stages of control. The first stage is that the two side valves are fully opened, the air inlet time of the opposite valve can be appropriately slowed down to reduce the speed of the front auxiliary actuator, and the shock of the gear shifting can be reduced. The second stage is that only the gear shifting valve is opened, and the opposite valve is closed, and the opposite cylinder starts to exhaust, so as to improve the shifting speed, the actuator has no contact with other mechanisms in this stage, the gear is shifted at the maximum cylinder pressure, and the shifting time can be shortened. The third stage is that the opposite valve is opened at the synchronous position of the front auxiliary box gear set, and this stage is also called the buffer stage, which is used to reduce the gear shifting speed of the actuator and reduce the impact force. The fourth stage is that the gear shifting valve uses 60% PWM to shift gears, and the opposite valve is closed and starts to exhaust, and on the basis of the buffer deceleration in the third stage, the gear is finally shifted with a smaller shifting force, which can effectively reduce the shifting impact and noise.

[0049] In addition, if the pressure of the second stage gear shifting side cylinder of the front auxiliary box actuator is insufficient, the displacement may rebound under the action of the buffer force in the third stage, and once the displacement rebounds, the synchronous position will be exited, resulting in subsequent smooth gear shifting. Therefore, a channel returning to the previous stage is added in the third stage, which can solve the problem.

[0050] In the second aspect, the embodiment of the present application also provides a front auxiliary box gear shifting solenoid control device, which comprises: a control module, which is used for differentiating control of PWM duty cycles of an opposite valve and a gear shifting valve of a front auxiliary box according to working condition information of whether a vehicle is in a jitter state, so as to realize gear shifting operation of the front auxiliary box; wherein the opposite valve is a solenoid corresponding to a cylinder opposite to a gear shifting side cylinder, and the gear shifting valve is a solenoid used for controlling gear shifting operation.

[0051] In the embodiment, the control module differentiates control of PWM duty cycles of the opposite valve and the gear shifting valve of the front auxiliary box according to working condition information of whether the vehicle is in the jitter state, so as to realize the gear shifting operation of the front auxiliary box, the opposite valve is the solenoid corresponding to the cylinder opposite to the gear shifting side cylinder, and the gear shifting valve is the solenoid used for controlling the gear shifting operation. The device can solve the problems of large gear step, large rotational inertia and mismatching of cylinder pressure design of the front auxiliary box, optimize the impact and noise in the gear shifting process, improve the driving comfort, gear shifting smoothness and reduce the noise of the heavy vehicle.

[0052] Corresponding to each step in the above-mentioned front auxiliary box gear shifting solenoid control method embodiment, the functions of each module in the above-mentioned front auxiliary box gear shifting solenoid control device are realized, and the functions and implementation processes will not be described here.

[0053] In a third aspect, the embodiments of the present application provide a front auxiliary gearbox shift solenoid control device. The front auxiliary gearbox shift solenoid control device can be a personal computer (PC), a notebook computer, a server, or the like.

[0054] With reference to Figure 3 , Figure 3 FIG. 1 is a schematic diagram of a hardware structure of a front auxiliary gearbox shift solenoid control device according to an embodiment of the present application. In the embodiments of the present application, the front auxiliary gearbox shift solenoid control device can include a processor, a memory, a communication interface, and a communication bus.

[0055] The communication bus can be of any type, and is used to interconnect the processor, the memory, and the communication interface.

[0056] The communication interface includes an input / output (I / O) interface, a physical interface, and a logical interface, and the like, which are used to interconnect devices inside the front auxiliary gearbox shift solenoid control device, and are used to interconnect the front auxiliary gearbox shift solenoid control device with other devices (for example, other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber interface, an ATM interface, or the like; and the user device can be a display (Display), a keyboard (Keyboard), or the like.

[0057] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), or the like.

[0058] The processor can be a general-purpose processor, which can invoke a front auxiliary gearbox shift solenoid control program stored in the memory, and execute the front auxiliary gearbox shift solenoid control method provided by the embodiments of the present application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed by the front auxiliary gearbox shift solenoid control program when invoked can refer to the various embodiments of the front auxiliary gearbox shift solenoid control method of the present application, and will not be described here.

[0059] Those skilled in the art can understand that Figure 3The hardware structure shown in the foregoing figures is not a limitation on the present application, and can include more or fewer components than shown, or combine some components, or arrange the components differently.

[0060] In a fourth aspect, the embodiments of the present application further provide a readable storage medium.

[0061] The readable storage medium of the present application stores a front auxiliary gearbox shift solenoid control program, wherein the front auxiliary gearbox shift solenoid control program is executed by a processor to implement the steps of the front auxiliary gearbox shift solenoid control method described above.

[0062] The method implemented when the front auxiliary gearbox shift solenoid control program is executed can refer to the embodiments of the front auxiliary gearbox shift solenoid control method of the present application, which will not be described here.

[0063] It should be noted that the serial numbers of the embodiments of the present application described above are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0064] The terms "comprising" and "having" and any variations thereof in the specification and claims of the present application and the above-described figures are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device including a series of steps or units is not limited to the listed steps or units, but can optionally include steps or units not listed, or can optionally include other steps or units inherent to the process, method, product or device. The terms "first", "second" and "third" and the like descriptions are used to distinguish different objects, and do not represent the order or limit the types of "first", "second" and "third".

[0065] In the description of the embodiments of the present application, "exemplary", "for example" or "for instance" is used to mean as an example, illustration or description. Any embodiment or design scheme described as "exemplary", "for example" or "for instance" in the embodiments of the present application should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. In fact, the words "exemplary", "for example" or "for instance" are intended to present the relevant concept in a specific manner.

[0066] In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in the text only describes the relationship between the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0067] In some of the processes described in this specification, the order of operations or steps can be modified. Specifically, the serial order of any two consecutive steps carried out according to the processes described in this specification can be changed so that these two steps can be carried out in parallel or simultaneously, or the order of these two steps can be reversed.

[0068] Those skilled in the art can clearly understand the above-mentioned embodiment method from the description of the above embodiments, which can be realized by software and a necessary general hardware platform, of course, it can also be realized by hardware, but in many cases, the former is a better embodiment. Based on this understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as a ROM / RAM, a magnetic disk, or an optical disc) and includes a plurality of instructions for causing a terminal device to execute the methods described in the various embodiments of the present application.

[0069] The above is only the preferred embodiment of the present application, and does not limit the patent scope of the present application, and any equivalent structure or equivalent process transformation using the content of the specification and drawings, or direct or indirect application in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for controlling a front auxiliary gearbox shift solenoid valve, characterized in that: The front auxiliary box shift solenoid valve control method includes: According to the working condition information of whether the vehicle is in a shaking state, the PWM duty cycle of the opposite valve and the shift valve of the front auxiliary box is differentially controlled to realize the shifting operation of the front auxiliary box; among them, the opposite valve is the solenoid valve corresponding to the cylinder opposite to the gear-engaging side cylinder, and the shift valve is the solenoid valve that controls the gear-engaging operation.

2. The front auxiliary box shift solenoid valve control method according to claim 1, characterized in that: The differential control of the PWM duty ratios of the opposite valve and the shift valve of the front auxiliary box according to the working condition information of whether the vehicle is in a shaking state to achieve the shifting operation of the front auxiliary box includes: When the vehicle operating condition information indicates that the vehicle is in a shaking state, the shift valve and the opposite valve are controlled to open simultaneously with a 100% PWM duty cycle to return the front auxiliary box to the neutral position; After the front auxiliary box returns to the neutral position, the opposite valve is controlled to close, the air intake of the opposite cylinder is stopped and exhaust is started. At the same time, the shift valve is controlled to open with a preset PWM duty cycle to complete the gear shifting operation.

3. The front auxiliary box shift solenoid valve control method according to claim 1, characterized in that: The differential control of the PWM duty ratios of the opposite valve and the shift valve of the front auxiliary box according to the working condition information of whether the vehicle is in a shaking state to achieve the shifting operation of the front auxiliary box includes: When the vehicle operating condition information indicates that the vehicle is in a stable state, the shift valve and the opposite valve are controlled to be opened simultaneously at a 100% PWM duty cycle and maintained for a first preset time period, and then the opposite valve is controlled to be closed to stop air intake into the opposite cylinder; If it is detected that the displacement of the front auxiliary box actuator reaches the synchronizer synchronization position, the opposite valve is controlled to open with 100% PWM duty cycle, and the gear-engaging valve continues to open with 100% PWM duty cycle; If the displacement of the front auxiliary box actuator does not rebound, the opposite valve is controlled to close after the opening time reaches the second preset time period, and the gear shift valve is controlled to reduce its own PWM duty cycle and continue to remain open until the gear shift is completed.

4. The front auxiliary box shift solenoid valve control method according to claim 3, characterized in that: After the above-mentioned step of controlling the opposite valve to open using a 100% PWM duty cycle if it is detected that the displacement of the front auxiliary box actuator reaches the synchronizer synchronous position and the gear-engaging valve continues to open using a 100% PWM duty cycle, the following steps are also included: If the displacement of the front auxiliary box actuator rebounds, the control shift valve and the opposite valve are returned to open simultaneously with a 100% PWM duty cycle and maintained for the first preset time period, and then the opposite valve is controlled to close, stopping the opposite cylinder air intake step.

5. The front auxiliary box shift solenoid valve control method according to claim 1, characterized in that: Before differentially controlling the PWM duty ratios of the opposite valves and the shift valve of the front auxiliary box according to the working condition information of whether the vehicle is in a shaking state to achieve the shifting operation of the front auxiliary box, the method further includes: Get the vehicle's operating condition information to determine whether it is in a shaking state.

6. The front auxiliary box shift solenoid valve control method according to claim 5, characterized in that: The obtaining of the operating condition information of whether the vehicle is in a shaking state includes: The transmission shaft speed signal is collected in real time, and the rate of change of the transmission shaft speed per unit time is calculated. When the speed change rate in multiple consecutive sampling periods exceeds the set speed change rate threshold, the vehicle is determined to be in a shaking state.

7. The front auxiliary box shift solenoid valve control method according to claim 5, characterized in that: The obtaining of the operating condition information of whether the vehicle is in a shaking state includes: Vibration data is collected using a vibration sensor installed on the vehicle body or transmission housing. When the amplitude of the monitored vibration signal exceeds a preset threshold and the duration reaches a set time, the vehicle is determined to be in a shaking state.

8. A front auxiliary box shift solenoid valve control device, characterized in that: The front auxiliary box shift solenoid valve control device includes: A control module is used to differentially control the PWM duty cycle of the opposite valve and the shift valve of the front auxiliary box according to the working condition information of whether the vehicle is in a shaking state, so as to realize the shifting operation of the front auxiliary box; wherein, the opposite valve is the solenoid valve corresponding to the cylinder opposite to the gear-engaging side cylinder, and the shift valve is the solenoid valve that controls the gear-engaging operation.

9. A front auxiliary box shift solenoid valve control device, characterized in that: The front auxiliary box shift solenoid valve control device includes a processor, a memory, and a front auxiliary box shift solenoid valve control program stored on the memory and executable by the processor, wherein when the front auxiliary box shift solenoid valve control program is executed by the processor, the steps of the front auxiliary box shift solenoid valve control method as described in any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a front auxiliary gear shift solenoid valve control program, wherein when the front auxiliary gear shift solenoid valve control program is executed by the processor, the steps of the front auxiliary gear shift solenoid valve control method according to any one of claims 1 to 7 are implemented.

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